Carbureting apparatus



Aug.l 25,-1936. H, H. WATERS ET Al. 2,052,327

` CARBURETING APPARATUS Filed NOV. 25, 1932 MHA un WY E Patented Aug.2s, 193e CARBURETING APPARATUS Harry H. Waters, Clinton, Iowa, andRudolph AF. Gags', Fairlawn, N. J., assignors, by mesne as-v signments,to Reconstruction Finance Corporation, Chicago, Ill., a corporation ofUnited States Application November 25, V1932, Serial No. 644,242

17 Claims.

|'his invention relates to an improved method and apparatus forcarbureting the air for an internal combustion engine.

.During the past few years, automotive englneers have realized that thetemperature of the fuel in the cylinder chambers has a marked effectupon the efciency of the engine. Thus, when the engine is running slowlyor under light load, the fuel stream should be at a. hightemperature,an.d conversely, when the engine is under a heavy load orathigh speed, the fuel stream should be comparatively cold. Roughly, thetemperature of.

the fuel stream should vary inversely with the load or speed of theengine. To vary inversely the temperature of the fuel stream with theload or speed of the engine. various devices'have come into existence.Uniformly they accomplish their purpose by mixing air preheated by theexhaust pipe with air at atmospheric temperature to ob tain a giventemperature in the fuel stream. It was also discovered that cold airshould not be introduced into the fuel stream immediately upontheapplication of load to the engine, but should slightly lag theapplication of load. This was attained in various ways, one of which is,,dis closed in applicants application No. 422,644

filed January 22, 1930, now Patent No. 1,901,618;

wherein a ball bearing check valve is used.

One reason for delaying the introduction of coldv air with an increaseof load or upon throttle opening is to prevent upsetting the mixture dueto the sudden in-rush of cold air which would result if no delay wereprovided. Under the effects of a sudden rush of cold air the fuel wouldnot vaporize readily and the mixture would be temporarily-disturbed, insome cases suiciently to cause a temporary faltering of the engine.

In most engines the hot air system is designed for the passage of lessair than is required by the engine underl full load and the pathtravelled by the hot air is longerv than that travelled by the cold airdue to the hot air heating arrangements. If on throttle opening a suddenrush of cold air is permitted to enter the engine through its short pathof travel the mixture would be dis.- turbed and faltering may result. Onthe other hand, by delaying the opening of the cold air conduits the airon acceleration is required to travel momentarily through the longer hotair passage- ,ways and through the more restricted path. A

'slightly` over-rich mixture is therefore taken into the enginetemporarily, which is desirable in asslstingthe engine to assume theload quickly without any tendency towards faltering. In this respect thedelayed admission of the cold air func- (Cl. 12S-25) tions similarly tothe acceleration pump which is a part of many modern internal combustionengine carburetion systems, particularly as applied to automobiles. l

While it is desirable, therefore, to introduce cold air to the engine atfull load to increase power and decrease detonation, there is nonecessity for the immediate introduction of cold air upon accelerationbut, on the contrary, the acceleration characteristics of the engine areconsiderably i111-, proved by a momentary delay, of cold airintroduction for the reasons stated. The delay arrangement'hasparticular utility in engine installations in which the load upon theengine varies rapidly over a wide range. I

Concurrent with this developmentof tempera- 'ture control has beenexperimentation with antidetonators. To promote the complete and rapidexplosion of fuel within the cylinder chamber, a small amount of somefluid such as water or alf cobol in the fuel stream is desirable and theamount varies with the load or speed of the engine. Inasmuch as it isdesirable to increase the amount of anti-detonating duid and cold air inthe fuel stream directly with the increase in load or speed of theengine, a single device has been utilized to control both. Such a deviceis shown in the above-mentioned patent of applicants.

However, controlling both the anti-detonating fluid and the temperatureof the fuel stream by a single control unit may, in certaininstallations, be undesirable, due to the slow acting valve which delaysthe introduction of cold air to the fuel stream." While it isadvantageous to delay the' 'injection of cold air to the fuel stream,the contrary is frequently true as to the anti-detonation fluid. It hasbeen established that in certain engines the anti-detonation 'fluidshould be injected into the manifold close to the cylinder chambers asnearly simultaneous with the imposition of load or speed as possible toresist any rectly and quickly with the imposition of lload or speed onthe engine.

A second object is to provide jets for the antidetonation fluid withinthe manifold in close proximity tothe cylinder chambers.

the imposition of'load or speedv upon the engine,

nal combustion engine equipped in accordance with the present invention;

Figure 2 is an enlarged horizontal cross seetion of a portion of theapparatus disclosed in Figure 1;

Figure 3 is an elevational view, in section, taken along the line 3-3 ofFigure 2;

Figure 4 is a view in side elevation, in section, of the device takenon. the line 4 4 of Figure 2; and

Figure 5 is an enlarged elevational view, in section, of a portion ofthe mechanism included in Figure l.

As illustrated in the drawing, reference numeral Ill indicates aninternal combustion engine provided with an intake manifold I2, a fuelintake I4 leading thereto, a throttle valve 4IE5 for controlling theflow of fuel through the fuel intake, and a carburetor I8. In conformitywith the general practice in the art of carbureting air,

.the engine of Figure 1 is equipped with means for admitting air to bemixed with the fuel as the latter passes to the intake manifold and, inaccordance with the principles of the present invention, the temperatureof suchy air depends upon the load or speed of the engine. Thus, hot airmay be supplied through a iilter or cleaner 20 from whence it flowsthrough a stove 22 surrounding an exhaust pipe 23 before being conductedthrough a passageway 24 to a temperature control unit 26. Cold air, onthe other hand, is admitted through a filter or cleaner 21, whichdepends from the control unit 26.

As fully disclosed in applicants Patent No. 1,901,618, the control unit26 comprises a double acting valve 28 actuated by means of a flexiblediaphragm 32, the expansion or contraction of which is regulated byvariations in pressure occurring within the intake manifold above thethrottle valve, such variations being communi-I Y cated to the interiorof the diaphragm through move either toward or away from the diaphragmproper. The valve is double acting for the purpose of controlling theadmission of both hot and cold air. When moved upwardly from the dottedline position shown in Figure 1, it gradually closes oithe supply of hotair coming down through the passageway 24 and, conversely, when moveddownwardly it tends to sli/ut oiI the supply of cold air.

In order 5to explain the operation of the teni perature control unit,let ussuppose that it suddenly becomes desirable to open the throttlevalve I6, owing to the imposition of a heavier load on the engine or thedesire to increase its speed. As soon as the valve I6 is open, anyvacuum built up in the intake manifold I2 is destroyed, permittingexpansion of the flexible diaphragm 32 by Ameans of a spring locatedinteriorly of the diaphragm. This sudden expansion of the diaphragmmoves. the valve 23 in the direction of thehot air opening and away fromthe cold air opening, thereby permitting the influx of cold air when theload or speed of the engine is high. In the reverse operation, let ussuppose it suddenly becomes desirable to close the throttle valve todecrease the speed or to accommodate a lighter load. As soon as thevalve is closed, a suction is built up in the intake manifold I2 which,through the passageway 34, is communicated to the interior diaphragmcausing a collapsing action of the latter. As the diaphragm collapses,the double acting valvev moves in a direction to shut off the supply ofcold air and increase the supply of warm air, thereby assuring thatheated air will be delivered to the engine at low speeds -or loads. Toavoid sudden or extreme changes in the temperature of the air owing intothe intake manifold from the control unit 26, a ball control valve 30is' located at the point of junction between the passageway 34 and theflexible diaphragm 32. As shown in Figure 5, the device comprises asmall ball valve 36 adapted to control a valve opening 38 whichisretained in place by means of a punctured retaining ring 4U. Located toone side of the passageway 38 and extending parallel therewith, is aby-pass 42 which permits fluctuations in pressure to be transmittedthrough the valve even when the ball 36 is on its seat closing theopening 33. In operation, if the throttle valve I6 is suddenly thrownfrom closed 25 to open position, vacuum within the line 34 isimmediately destroyed, causing the ball 36 to fall downward and closethe opening 38. However, owingl to the small size of the by-pass 42through which the pressure must now be transmitted to 30 the interior ofthe diaphragm, the destruction of the vacuum within the diaphragmisrdelayed or retarded, causing a gradual change in the temperature ofthe air admitted. This lagging action has been found desirable in orderto obtain 35 eiilcient operation by causing the control valve 26 to lagthe imposition of load or speed upon the engine. If the throttle valveis suddenly closed, causing a vacuum to be established in the passageway34, the ball valve 36 quickly rises to the approximate position shown inFigure 5, opening the passageway '38 and permitting the rapid collapseor'constriction ofthe flexible diaphragm 34 and therefore we see thatthe operation of the valve 28 does not las with the decrease of load orspeed of the engine.'

Turning now to the device which controls the injection ofanti-detonating fluid, the reference numeral 44 in Figure 1 designates acontrol unit mounted independently of the temperature control unit 26.The fluid control device is provided with an intake passageway 46through which ows the anti-detonating fluid that is circulated by meansof a suitable pump 43.

As shown in Figure 3, anti-detonating fluid 55 flowing through theextremity 30 of the intake passageway 46 moves upwardly through a smallpassageway 62'bored centrally of a removable plug 58. The amount offluid owing through the passageway 62 is controlled by means of a 30valve 5B, the operation of which will be fully set forth hereinafter.From the v'passageway 62, the fluid enters a. larger compartment 34where it is divided into any number of streams desiredl (two such stream'are shown herein) by means of 65 branch ducts 12; 12 leading to outlets14. 14. 'I'he fluid passing through the outlet passageway/s enters aplurality `of conduits 43,43, which lead to points immediately adjacentthe `junction between the fuel intake I2 and the cylinders'of the en- 70gine.

In the fluid control device 44, Just as in the temperature control unit23, the amoimt of fluid admitted is varied and controlled in accordancewith iluctuations in pressure occurring within 15 the intake manifoldabove the throttle valve. Such fluctuations are imparted to the devicethrough -a tube 88 having a screw threaded connection 98 with a boredchamber 92 formed within the body of the device. A communicating duct 94leads from the chamber 92 to the interior of a bellows diaphragm 80which, by means of a cover 16, carries the'valve stem J.'ii hereinbeforereferred to. By means of an adjustable lock vnut 18, the position of thetapered valve66 with reference to the valve opening 62 may be controlledas desired. As illustrated, the diaphragm is secured at 19 to the, bodyof the controldevice and at its upper extremityis crimped at 1l toinclose the rimof the cover 16. Located interiorly ofthe diaphragm forthe purpose of normally holding the latter in expanded condition is acompression spring 82 andthe extent of the expansion of which thediaphragm is capable is governed by an adjustable guard or stop 84mounted on projection pins 86.

As shown in the drawing, the valve stem 56 is packed by means of asuitable packing material 68 inclosed by means of'a washer 69, which isheld in position by the aid of a compression Here also, in operation,variations in pressure occurring within the intake manifold above thethrottle valve are imparted at the flexible diaphragm 80. In this case,however, the only ofce of the latter is to control ,the-extent of theopening 62 and therefore the valve 56, 66 is singleacting. When thethrottle valve I8 is closed, a vacuum is established within the intakemanifold, causing that same vacuum to be imparted through the tube 88and the duct 94 to the interior of the flexible diaphragm 88. This, fofcourse, causes the diaphragm.to collapse, tending teclose oil? orrestrict the amount of anti-detonating fluid flowing through thepassageway 62. Reversely, when the throttle valve I6 is wide open, thevacuum is entirely destroyed and the spring 82 moves the diaphragm 80into its extended position, thereby allowing the maximum amount ofanti-detonating fluid toenter through the valve opening l62. It will beobserved that in this device there is no ball valve such as is used inconnection with the diaphragm 32 of the temperature control unit 26.Without `the employment of any such valve, fluctuations in pressure arequickly 'transmitted to the interior of the fluid control unit, causingit to respond immediately and with the result that the amount ofanti-detonating fluid supplied will be immediately responsive to, and inexact proportion with, fluctuations in pressure within the manifold.This, it has been found, is more desirable in some installations thanhaving both the fluid control unit and the temperature control unitoperated by the same diaphragm.

In conclusion, it will be seen that applicants have provided atemperature control unit which retards lor delays the introduction ofcold air to the manifold upon theI imposition of load or speed and havecombined therewith means for introducing anti-detonation fluid instantlyupon the imposition of 'such load or speed. It will be appreciated thatthe illustrated embodiment of the invention is merely suggestive, andthat modifications of the design and arrangement of the apparatus may bemade from time to time without departing from the scopeI of theinvention as set forth in the appended claims.

Having thus described the invention, what we claim as new and desire tosecure by Letters Patent of the United States is:

1. That improvement in methods. of carbure- Ation for internalcombustion engines which comprises `controlling the temperature of thecombustible mixture in response vto pressure changes occurring withinthe intake manifold and .independently controlling the injection ofanti-detonation fluid in response to such changes in pressure, thetemperature control and the fluid injection bearing a predeterminedtimed relation.

2. That improvement in methods of carburetion for internal combustionengines which comprises introducing into a fuel stream anti-detonatingfluid and combustion supporting fluid, the introduction of both fluidsbeing dependent upon variations -in pressure occurring within the intakemanifold, changes in the amount of one 'of said iluids introduced being,arranged to lag changes in the amount of said other fluid beingintroduced. y f

3. rThat improvement in *methods of carburetion for internal combustionengines which comprises varying l,the temperature of the fuel streamslowly in accordance with variations in pressure occurring within theintake manifold and varying the injection of an anti-detonating fluidmore quickly in accordance with said variations in pressure. I

4. That improvement in methods of carburetion for internal combustionengines which comprises controlling the temperature l of air admitted toa fuel stream in accordance with variations in the pressure of the fuelbeing fed, delaying the change in temperature of the air admitted upon asudden increase in the amount of fuel being fed and -adding to the fuelstream without delay material for reducing detonation of said fuel.

5. That improvement in methods of carburetion for internal combustionengines which comprises controlling the temperature of air adi' mittedto a fuel stream in accordance with vabustion engines having, incombination, means for controlling the temperature of air fed into afuel stream and independently operable `means for controlling the amountof an anti-detonating fluid supplied to said fuel stream, the operatingcharacteristics of said temperature controlling means and said fluidsupplying means bearing a predetermined timed relation.

7. A carbureting system for internal combustion engines having, incombination, means for governing the temperature of air supplied to theintake manifold of the engine, said means being responsive tofluctuations in pressure occurring within the intake manifold, and meansfor independently governing the admission of an antidetonating fluid tothe intake manifold of the engine, said latter named means beingcontrolled likewise by fluctuations in pressure occurring within theintake manifold, the operating characteristics of said temperaturegoverning means and said anti-detonatingiluid governing means bearing apredetermined timed relation.

8. A carburetlng apparatus for internal com- 75 bustion engines having,in combination, a'unit for controlling the temperature of air admittedto the intake manifold of the engine and a device for independentlycontrolling the admission of an' anti-detonating fluid into said intakemanifold, the operating characteristics of the temperature controllingunit and said iiuid controlling device bearing a predetermined timedrelation, said control device comprising a flexible diaphragm, meansconnecting the interior of said flexible diaphragm with the intakemanifold of the engine, a valve carried by said flexible diaphragm, anda valve opening, the size of which is adapted to be regulated by theposition of said valve.

-9. In a carbureting system for internal combustion engines, thecombination of a hot air intake, a cold air intake, a valve intermediatesaid intakes for proportioning said hot and cold air into a fuel stream,means for controlling said valve according to pressures within amanifold, a water intake, a valve intermediate said water intake andsaid manifold and independently op erable means for controlling saidvalve according to pressure changes in the manifold, the operatingcharacteristics of said air-proportioning valve and said water-intakevalve bearing a predetermined timed relation. l

10. In a carbureting system for internal combustion engines, thecombination of a hot air intake, a cold-air intake, a valve intermediatesaid intakes whereby the amount of hot and cold air may be varied toobtain a given temperature in a fuel stream, operating means for the airvalve comprising a stem on said valve, a bellows on said stem, a conduitAconnecting the interior of said bellows with the engine manifoldwhereby changes in pressure in said manifold will expand or contractsaid bellows and thereby control admission of hot and cold air into thefuel stream, a water intake, a valve intermediate said water intake andsaid manifold, operating means for the water valve comprising a stem onsaid ,valve and a bellows thereon, and a conduit connecting the interiorof said bellows and said manifold whereby pressure .changes in themanifold expand or contract' said bellows to control the admission ofuid into said manifold, the operating characteristics of the operatingmeans for the air valve and water valve bearing a predetermined, timedrelation.

11. In a carbureting system for internal combustion engines, thecombination of a valve intermediate hot and cold air intakes and feedinga fuel stream, a stem on said valve and bellows on said stem, saidbellows being rigidly fastened to some portion of the engine, a conduitconnecting the interior of said bellows with a manifold, and a valve insaid conduit having a ball bearing therein slidably operative to preventthe rapid expansion of said bellows upon increases of pressure in themanifold whereby cold air is slowly injected into the fuel stream, awater intake, a valve intermediate vsaid water intake and said manifold,a stem on said valve and bellows on said stem rigidly fixed to theengine, a. conduit connecting the interior of saidy bellows with saidmanifold whereby said bellows reacts instantly to pressure changes inthe manifold.

12,. In a 'carbureting system for internal combustion engines, thecombination of a temperaturev controlling unit which increases thetemperature of the fuel stream with variations in the pressure Withinthe engine intake manifold, and an independently operableanti-detonation control unit comprising an anti-detonating uid in# take,a valve in said' intake, a stem on said valve and bellows on said stemrigidly fastened to the engine, and a conduit connecting the interior ofsaid bellows with said manifold, whereby increases in pressure in themanifold open said valve, permitting an ejection of anti-detonatingiiuid into the manifold, the operating characteristics for saidtemperature controlling unit and said anti-detonating fluid control unitbearing a predetermined timed relation;

13. That improvement in methods of carbure'tion for internal combustionengines which comprises controllingthe temperature of the fuel inresponse to pressure changes occurring within the tion engines having,-in combination, means for controlling the temperature of air fed into afuel stream. and independent means for controlling the amount ofanti-detonating fluid supplied to said fuel stream, the functioning ofthe temperature controlling means lagging behind the functioning of theanti-detonating'fluidcontrolling means.

15.'In a carbureting system for an internal combustion engine having an`intake, means for governing the temperature of the combustible mixturesupplied to the intake, said means being controlled by variations in thepressure within the intake, and independently operable means forcontrolling the introduction of anti-detonatng iiuid into said intake,said last-named means also being controlled by variations in thepressure within `-the intake and operating in timed relation to theoperation `of said rst-nained means.

16. In a. carbureting system for an internal combustion engine having anintake, means for governing the temperature of the combustible mixturesupplied to the intake, said means being controlled by variations in theoperating condil tions within the intake, and independently operablemeans for controlling the introduction of anti-detonating lfluid intosaid intake," said lastnamed means also being controlled by variationsin the operating conditions within the intake and functioning inpredetermined timed operating relation to the operation of said iirstnamed means.

17. In a carbureting system for an internal combustion engine having 'anintake, means for governing the temperature of the combustible mixturesupplied to the intake, said means being controlled by variations in theoperating conditions within the intake, and independently operable meansfor controlling the introduction of anti-detonating fluid into saidintake, sai'cl lastnamed means also being controlled by variations inthe operating conditions within the intake and having operatingcharacteristics different from but bearing a predetermined timedrelation to those of said iirst means, whereby operation` of bothmeansmay be simultaneously initiated and the temperature and anti-detonationiluid control will bear a predetermined relation.

HARRY H. WATERS. RUDOLPH F. GAGG.

